End structure for railway cars



June 23, 1925. 1,543,032

V. E. SISSON END STRUCTURE FOR RAILWAY CARS Original Filed Sept. 1,-1920 2 Sheets-Sheet 1 OOOOOOOOOOOOOOO OOOOOOOOOOOOOOOO O O O O OOOOOOOOOOOOOOOO'OOOOOOOOOOOOOOO O O O O) 0000 000000000 000 000W FIG. 1

2 Sheets- Sheet 2 June 23, 1925.

v. E. slssoN END STRUCTURE FOR RAILWAY CARS Original Filed Sept. 1, 1920 4 p 7 rill/Ill!!! \\\\\\\\\1 [noen for Patented June 23, 1925.

ourrso srarns earsu'r orrics.

VINTON E. SISSON,

COMPANY, OF CHICAGO,

OF CHICAGO, ILLINOIS, AS SIGNOR TO UNION METAL PRODUCTS ILLINOIS, A CORPDRATIGN OF DELAWARE.

END s'rnuorunn son RAILWAY cans.

Original application, filed September 1, 1920, Serial No, 407,316. Divided and this application filed October 1, 1923. Serial No. 665,871.

To all whom it may concern: r

Be it known that I, VrN'roN E. SissoN, residing atChicago, county of Cook, State of Illinois, and being a citizen of the United States, have invented certain new and use ful Improvements in Railway Cars, of which the following is a full, clear, and exact description, such as will enable others skilled in the art towhich ;it appertains to make and to use the same,

reference being had to the accompanying drawings, which illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown 5 The end of a] freight car is subject to very severe shocks and stresseson. account of the tendency of the cargo to shift when the train starts or stops and in, switching and also tothe tendency of the superstructures of the car to weave while the train is in motion. Tostrengthen this type of car, ends have been constructed of one or more sheets or panels of metah'usually steel, which sheets or panels are formed with corrugations for rigidifying the-structure to more readily meet'impactsfrom without, cargo thrusts from within, and the racking strains from weaving.

It is the object of this invention to provide an end of the sheet metal type which is adaptable to either wooden car frames or all metal freight cars, and that may be em-v ployedfor strengthening gondola cars, box

' or their direction is immaterial, likewise the corrugations may be all pressed from one side of the sheet of metal or may be formed from opposite sides, as desired End Structures for While the preferred form of this inven tion is illustrated upon the accompanying sheets vof drawings, yet it is understood that minor detail changes may be made without departing from the scope thereof.

Inthe drawings: Fig. .1 is an elevation of a box car illustrating an embodiment of this invention.

Fig. 2 is a View in horizontal section taken on line 2-2 ofFig. 1.

Fig. 3 is a View similar to Fig,'2 illustrating'the attachment of the end to an all metal box car. I

Fig. 4 is an enlarged detail view in vertical section taken on line 47- of F ig. 1.

Fig. 5 is an enlarged detail plan view of a fragment of the corner of an end sheet or panel,

Fig. 6 is an enlarged detail sectional view I taken on line 66 of Fig. 5.

A box car end, as illustrated, comprises two or more sheets or panels 1, preferably of pressed steel, which are attached to the corner post, end plate and end sill 21 in the usual manner.

Fig. 2 illustrates a means of attaching the panels to a wooden corner post 20 by flanging the ends of the panel and securing the flanges to the post.

A plurality of parallel strengthening corrugations are formed in each panel and merged at their ends into the plane of the panel so that the panel has a fiat' marginal portion about its edges. The particular contour of the corrugation is illustrated in the large sectional view of Fig. 4. It is to be noted that each corrugation is formed with main Walls 4 substantially at right angles to the plane of the panel, which are connected by curved arched portions 5. Each corrugation is wider than the distance 30 between parallel planes 31 and 32 drawn through the outermost parts of the corrugated panel.

The greater the distance between the main walls 4, the greater the width of the connecting portions 5, and consequently more metal is positioned away from the neutral axis of the section, resulting in a higher section modulus, meaning, of course, a stronger corrugation, theoretically. The connecting portion (5) is a (secondary) beam and must transmit the load imposed upon it to the main walls 4--4. In actual practice, a fiat connecting portion will deflect and not perform its function if the main walls are spaced very far apart.- The apexed or arched construction increases the capacity of the connecting member to transmit thrusts to the adjacent main walls and thereby per- 7 mits the main walls to be spaced further apart, thusobtaining a higher section modulus, as stated above.

The width of each corrugation is preferably constant throughout the major portionof its length and the depth also preferably remains constant the greater part of its length but gradually diminishes at each end until the corrugation merges into the plane of the panel, as shown in Figs. 5. and 6.

A wooden end lining 6 is preferably provided on the inner side of the end panel and a plurality of filler blocks or nailing strips are received within and attached (by bolts 8) to a number of the corrugations,

- panel by dies, it is very diflicult to form the main walls in this relation. The curved arched portion 5 between the walls 4 act in the manner of an arch or bridge whereby the stresses occurring at the apex are distributed through the arched portions to the main walls which, as above stated, are most advantageously arranged to meet such stresses. The majority of impacts received by the end of the car are from within and are caused by the shifting of the cargo. The cargo thrusts are first received on the wooden lining 6 of the end, and as this lining is continuous and is in contact with the apexes of the respective corrugations, the thrust will be transmitted from the lining 6 through the arched portions 5 of the corrugations and be distributed through the main walls 4. The lining 6 distributes the shock of the shifting lading to the several corrugations. However, even if the lining were not present the arched portions 5 would distribute the stresses to the main walls 4.

This is a division of my co-pending application Serial No. 407,316, filed September 1, 1920.

I claim:

l. A metallic panel for car ends having a plurality of corrugations formed therein with main walls, and curved arched por tions connecting said main walls, the width of each corrugation being greater than the distance I between parallel planes drawn a plurality of corrugations formed therein of constant width throughout the major portion of their length, and merged into the panel at their ends, said corrugations having main walls, and curved arched portions connecting said main walls, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel.

4. A metallic panelfor car ends having a plurality of parallel corrugations formed therein spaced apart distances equal to their width, said corrugations having main walls, and curved arched portions connecting said main walls, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel.

5. An end structure for railway cars comprising a plurality of metallic panels, corner post, and means for attaching the panels to the post, said panels being formed with a plurality of corrugations having main walls, and curved arched portions connecting said main walls, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel, and an end lining on the inner side engaging the arched portions of the respective corrugations.

6. An end structure for railway cars comprising a plurality of metallic panels, corner. post, and means for attaching the panels to the post, said panels being formed with a plurality of corrugations having main walls, and curved arched portions connecting said main walls, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel, an end lining on the inner side engaging the arched portions of the respective corrugations, and filler blocks received within and secured to some of the corrugations for attaching the lining to the panel.

f VINTON E. SISSON. 

